Flying devices



March 10, 1959 'F. zAlc FLYING DEVICES 3 Sheets-Sheet 1 Filed July 21,1955 INVENTOR Frank 2016 i. j m f l I 4 11 i1 it U m a m MB 6 .m a aMarch 10, 1959 F. zAlc 2,876,585

' FLYING DEVICES Filed July 21, 1955 s Sheets-Sheet 2 Fig.6

INVENTOR. Fran k ZOIC March 10, 1959 l ZAIC 2,876,585

FLYING DEVICES 3 Sheer.s s 3 INVENTOR. rank Zai BY M United Stes PatentFLYING DEVICES Frank Zaic, Ridgewood, N. Y.

Application July 21, 1955, Serial No. 523,576

11 Claims. (Cl. 46--79) This invention relates to the control of flyingdevicesparticularly, although not exclusively, to control means formodel airplanes. The invention is especially directed to flying devicesthat are launched or propelled initially at high speeds, and which mustdescend or glide downwardly at relatively lower speeds after the initialpropelling force has been dissipated.

In flying toys or model airplanes it is the general practice to giveprime consideration to the requirement that there be a slow or buoyantdescent, so as to obviate the danger of a break-up or damage on landing.This result has heretofore been accomplished at a sacrifice of'theinitial or launching speed. It is primarily within the contemplation ofthis invention to improve upon flying devices of the above-mentionedcategory by providing devices that will permit high launching speeds,with an automatic adjustment for effecting reduced speeds upon descent.

In the conventional method of constructing flying devices of saidcategory with relatively safe slow speeds for landing, the aerodynamicalbalance of the device is so fixed with relation to the center of gravitythat the airplane assumes a high-lift condition under all conditions offlight or speed. As is evident, such a highlift aerodynamical balance isdetrimental during the initial period when the device is operating underthe launching force, which is several times greater than that requiredmerely to overcome the force of gravity. It is because of the dragincident to such set high-lift conditions that conventional devices areunable to achieve the heights that would be possible if there were nosuch retarding force.

Moreover, in such conventional devices having excessive initial drag,the lift generated at launching speedswith the balance set forhighliftis of such a magnitude as to cause looping or spiralling. Theaerodynamical balance about the center of gravity of an airplane isusually obtained by having the center of the wings lifting forcepositioned behind the center of gravity; but inasmuch as, in thisposition, the wings lift tends to produce a diving tendency, thestabilizer is negatively angled, so that the downward force resultingfrom the airflow reaction on the upper surface of the stabilizer willoffset the diving tendency. Since, as aforesaid, it is the practice inconventional devices to fix the stabilizer in a position that will causethe wing to react at high angles of attack throughout the flight, it isevident that such fixed-balanced flying devices are adapted only forcertain flying conditions, and not for others. In other words, due tothe fact that the conventional model airplanes operative surfaces are infixed relative positions, the normal aerodynamical forces associatedwith highspeed and high-lift conditions are factors which causeundesirable looping or spiralling. Hence, a flying device with such afixed aerodynamical balance, when launched at high speeds, will followan unpredictable projectory, which may terminate in disaster.

It is an important object of my device to provide a 2 variable ratherthan fixed aerodynamical balance, so as to give a generally definitedirection to the course of the device, in addition to providingdesirable launching and gliding speeds. v

More specifically, it is an important object of this invention to enablethe aerodynamic balance to be changed during flight in accordance withchanging speeds and flying conditions. For example, at low or descendingspeeds, the control of my invention will provide highlift conditions;and at high speed or launching condi-. tions it will provide zero lift,so that the device, when launched, is enabled to follow a straight lineor arrow flight trajectory. In this manner, the said disadvantage ofunpredictability of conventional devices is eliminated.

It is further within the contemplation of my invention to enable theautomatic control of the plane elevating device to be effected withoutadversely aflecting the longitudinal balance of the plane. In theaccomplishment of this objective, I employ a movable control vanedisposed in a plane substantially with respect to the wing or equivalentmember, whereby the horizontal balance is not disturbed.

Other objects, features and advantages will appear from the drawings andthe description hereinafter given.

Referring to the drawings,

Fig. 1 is a perspective view of a form of my invention, showing thecontrol components at low speed positions.

Fig. 2 is a frgamentary perspective of the rear portion of the device ofFig. 1, showing the control components at high speed position.

Fig. 3 is a fragmentary plan view of the rear part of the device of Fig.l. i

Fig. 4 is a plan view of Fig. 2.

Fig. 5 is a rear view of Fig. 1.

Fig. 6 is a rear view of Fig. 2.

Fig. 7 is a somewhat enlarged longitudinal section of the rear portionof the device when at its low speed position, the section being takensubstantially along line 7-7 of Fig. 8.

Fig. 8 is a side view of the device of Fig. 1 showing the forces actingthereupon at low speed. i

Fig. 9 is a side view of said device showing the forces acting thereuponat high speed.

Fig. 10 is a perspective view of the rear portion of a somewhat modifiedform of the device of Fig. 1, showing the control vane in spacedrelation to the rudder, the device being shown in low speed position.

Fig. 11 is a plan view of Fig. 10, the dot-dash lines showing thecontrol vane and associated flexible member at high speed position.

Fig. 12 is a perspective view of a unitary control device according tomy invention, adapted for attachment to the stabilizer and rudderportion of a plane shown by.d o t dash lines.

Fig. 13 is a plan view of the wing portion of the flying wing form of myinvention when the device is at low speed position.

Fig. 14 is a rear view of the device of Fig. 13 looking in the directionof arrows 27-27.

Fig. 15 is a section of an airplane embodying the structure of Fig. 13,the section being taken substantially along line 28-28 thereof, the viewshowing the forces acting.

on the plane at low speeds.

Fig. 16 is a view like Fig. 15, but showing the forces acting thereuponat high speed conditions.

Fig. 17 is a fragmentary perspective of the rear portion of Fig. 13.

In the various forms of my invention illustrated, a control vane isemployed for operating the plane-elevating component, whether it be astabilizer, a movable trailing edge'flap, or the entire wing itself. Inthe forms illustrated, the said control vane is movable between apredetermined high speed position and low speed positions. Inthepreferred forms of my invention said control vane is hinged, isdisposed in a plane substantially at right angles to the plane-elevatingcomponent, and in most forms it is yie'ldably urged into its low speedlimiting position. The yieldable means normally urging said control vaneinto its said low speed position is an elastic band or equivalentmember. For purposes of convenience, said resiliently operated controlvane is at times referred to herein as a spring loaded member.

In the particular form of my invention illustrated in Figs.l.-9,.showing a model airplane, a wing component extends transverselyfrom opposite sides of the fuselage 11, a fixed rudder 12 being disposedat the rear of the fuselage. The stabilizer, referred to generally bythe reference numeral 13, contains a forwardly disposed'fixed portion 14and a rear movable portion 15, equivalent to an elevator. For thepurpose of the present specification, said movable portion 15 will,where convenient, be re ferred to herein as the stabilizer. In the formillustrated, the said movable stabilizer portion 15 is attached by hingemeans 16, to the stationary portion 14, whereby the former is movablebetween upper and lower limiting positions. The upper limiting positionis defined bybottom surface 17 of said rudder 12, stabilizer portion 15being lift position; and under these conditions, the plane will follow asubstantially arrow-like path.

After the launching force will have dissipated itself and the speed ofthe plane accordingly reduced, the tension in resilient member 24 willpull the control vane outwardly away from the rudder 12. The length offlexible member 28 is such that, as the control vane 21 moves outwardlyunder the action of resilient member 24, it (flexible member 28) willapply an upward pull to the stabilizer 15 tothc position shown in Figs.1 and 5the upper limit being, as aforesaid, the plane of contact of thestabilizer 15 with the bottom edge 17 of the rudder 12. In this positionthe airplane is caused to fly with its wing at a high angle of attack,the action of said resilient member 24 being such as to hold it in suchposition. This results in the maintenance of low speed conditions fordescent and landing.

Referring to Figs. 8 and 9, it will be noted that the gravitational pullG at the center of gravity 31 is disposed forwardly of the wing lift W,the stabilizer 11ft being indicated by the arrow S. In Fig. 8 the angleof attack is identified by the reference letter A, the flight path beingindicated by the arrow B, and in Fig. 9 the a flight path is indicatedby the arrow C. By referring disposed therebelow. Positioned below thestabilizer is the stop bar 18 which is substantially in the plane ofrudder 12 and, because of its vertical disposition, may be regarded ascoacting with said rudder. Said stop bar 18 contains the recessedportion 19, the base 20 of which is positioned and proportioned toreceive the said hinged stabilizer 15 when it reaches its lowermostposition. In other words, said stabilizer portion 15 is movable betweenthe aforesaid surfaces 17 and 20.

The control vane of this form of my invention is identified by thereference numeral 21, said vane having at the leading edge thereof afront hinge 22 attached to one side of rudder 12, the hinge membercontaining a plate 22a which carries thereon a book 23. Mounted oversaid hook 23 is the resilient member or elastic band 24, the rearportion thereof being anchored to book 25 at the rear of surface 26 ofsaid control vane 21. Extending from the opposite surface 27 of controlvane 21, transversely with respect to rudder 12, is the flexible member28, the terminal 29 thereof being attached to the upper surface 30 ofstabilizer 15. It should be noted that flexible member 28 and resilientmember 24 are on opposite sides of the control vane 21.

The control vane 21 is urged outwardly away from the rudder by saidresilient member 24, the outer limiting position being determined by thelength of flexible member 28. When the plane is propelled upwardlythrough the air, by known mechanical means, at the relatively highlaunching speeds, the pressure due to the air-flow acting againstsurface 26 of the angularly positioned control vane 21 will tend to movesaid vane inwardly toward the rudder 12 against the action of theresilient member 24. The area of said vane 21, the length of flexiblemember 28 and the length and elastic properties of resilient member 24can be predetermined to meet predetermined conditions. In other words,the area of the control vane can be calculated, in known manner, so thatfor given speeds the force directed thereagainst will be sufficient toovercome the tension of the resilient member 24 under specific orpredetermined conditions.

It is evident that at high launching speeds the said control vane 21will move to its inner limiting position against rudder 12, as shown inFigs. 2 and 4. The length of flexible member 28 is so designed that whenthe control vane 21 is disposed in its said inner position againstrudder 12, it will become slack or limp as shown in Fig. 2, therebypermitting the stabilizer 15 to assume a neu ral or to Fig. 8, it willbe seen that the lift W of the wing is balanced about the center ofgravity 31 by the downward force S of the stabilizer. The aerodynamicbalance will be preserved as long as the lifting surfaces remain attheir particular angle of attack. In Fig. 9, where the stabilizer 15 isin neutral angle position, and vane 21 against rudder 12, the wing hasno lifting force to counteract the force of gravity G. Under suchconditions, it is only necessary that the launching force be suflicientto overcome the profile and skin friction drag, and the force ofgravity, whereby an arrow-like flight is possible. Under theseconditions, due to the slack condition of the flexible member 28, thestabilizer is permitted to float, and thus will have no influence on thewing during such high speed conditions. It should be noted that thisslack condition of flexible member 28 also allows the control vane 21 tobe moved slightly outwardly or opened somewhat by the tension in theresilient member 24, without affecting the stabilizer when the device isoperating under high speed or launching conditions. As the speedslackens, vane 21 gradually opens and pulls the stabilizer into negativeposition, so that it is in full negative position by the time the devicereaches gliding speed.

The neutralizing force which overcomes the force of the resilient member24 has been caused by aerodynamic means, whereby complete control hasbeen effected of the stabilizers operative movement. Since theneutralizing force is applied against the control vane 21 which isdisposed in a plane from the plane of the wing, the said aerodynamicneutralizing force will have no effect on the longitudinal balance ofthe plane. Actual tests with the above-described device have shown thatthe vertically disposed control vane 21 has a negligible directionaleffect during high speed flying. During descent or gliding conditions, acircular descent is elfectedwhich is generally considered desirable in amodel airplane so as to bring it close to the launching site. If,however, a circular descent is not desired, it is possible with myinvention to obviate this effect, in a manner to be hereinafter setforth.

In the form of my invention illustrated in Figs. 10 and 11, the controlvane 21a, resilient member 241: and flexible member 28a, aresubstantially similar to the corresponding parts of the form of myinvention first above described, the hinge member 32, however, having aplate attached to the stationary stabilizer portion 140. The arrangementis hence such that the control vane 21a is in spaced relation to therudder 12a. The said control :embodiment of Fig. 1. -However, since the.rudder .1212

is unobstructed by the controlvane 2111, the rudder will tend to keepthe airplane along the flight path with relatively littleturning eflectunder the influence ,of the control vane 21a.

Fig. 12 illustrates a unitary device 45 whichis .adapted for attachmentto conventional model airplanes adapted to receive at the rear of thestationary stabilizer 14d a movable stabilizer portion 15d. Device 45comprises a forwardly extending bracket portion 46 comprising abottomplate 47 and a top plate 48, both plates being adapted to embrace therear portion of said stationary member 14d. Plate 48'has an upwardlyextending flange 4 9 which carries the hinge member 56 upon which -,ispivotal-1y mounted the control vane 21d. The hinge member 50 isoperatively associated with a hook 51 for flexible member 28d, .it willoperate substantially in the manner of the device of Fig. 1.

Figs. 13-17 show the applicability of my invention to a flying deviceknown as a flying wing. The main wing member 57 contains two laterallyopposite fins S8 and 59, both recessed at 60 to accommodate therein thetrail- .ing edge flap 61 hingedly mounted at 62 to' the rear of saidmain wing 57. A control vane 21:: is hingedly mounted at 22c alongfuselage 63 above the wing. Aresilient member 64, anchored at 65 andattached to-the control member 21.9 at 66, normally urges the controlmember .21e outwardly fromthe fuselagea fiexiblemember 26a connectingsaidvaneZlie to the flap 61.

In this device, the aerodynamic balance, when the wing is angled to theair-flow at the desired angle of attack, is achieved bylocating thecenter of gravity 67 (Fig. 15) forwardly of the lift center '68 of thesaid Wing 57. speed conditions (Fig. 15), the downward force F due tothe air pressure on flap 61 will counter-balance the wing lift W, asillustrated. The resiliency of the member 64 tends to maintain saidcontrol vane in its open position illustrated in Fig. 13; and in suchposition the flexible member 282 pulls the flap 61.upwardly, as clearlyindicated in Figs. 15 and 17. At launching speeds, however, the controlvane 21a is forced backin the line of flight, permitting the trailingedge flap 61 to find its neutral position, substantially in the mannerabove described.

It is thus apparent that in the various forms of my inventionabove-described and illustrated, the control of the plane is effectedthrough a movable control vane which is connected to a plane-elevatingdevice, such as a stabilizer, trailing edge flap or wing. In each case,high launching speeds are attainable, with no looping tendency, toproduce an arrow-like flight; but when the launching force has beendissipated and the speed reduced, the control vane operates so as topermit the elevating device to assume a neutral position for gliding ordescending operation.

In the above description, the invention has been disclosed merely by wayof example and vin preferred manner; but obviously many variations andmodifications may bemade therein. It is to be understood-therefore, thatthe invention is not limited to any specific form or manner ofpracticing same, excepttinsofar assuch limitations :are specified in theappended claims,

When the flap is upwardly angled, for low '6 .I claim:

1. ,In a flying'device, a wing member, a plane -elevat ing membermovable between a predetermined highspeed non-lifting position and arange of low-speed lifting positions, a control vane member movablebetween a high-speed position substantially in the path of flight and apredeterminedrrange of low-speed positions angu larly disposed withrespect to the path of flight, resilient means on one of said membersurging it away from its said high-speed position, and actuating means onsaid device disposed between and adapted for operatively connecting saidelevating member and said control member, said actuating means being soproportioned and positioned that the movement of one of said memberswithin a predeterminedportion of its operative pathin a direction awayfrom. its said high-speed position will actuate the other member in adirection away from its said high-speed position along a predeterminedportion of its operative path, the said elevating member being freefloating in a plane substantially parallel to the plane of. said wingmember and independently movable relative to vsaid control member in theregion ofsaid elevating members non-lifting position outside-of saidpredetermined portion of the latter members operative path.

.2. In a flying device, a wing member, a plane elevating .member movablebetween a predetermined highspeed non-lifting-position and a range oflow-speed lifting positions, a control vane member movable between ahigh-speed position substantially in the path of flight andapredetermined range of low-speed positions angularly disposed withrespect to the path of flight, resilient means -onone of said membersurging it away from its said high-speed position, and actuating means onsaid device disposed between and adapted for operatively connecting saidelevating. member and said control member, said actuating means being soproportioned and positioned that the movement of one of said memberswithin, a predetermined portion of its operative path in a directionaway from its said high-speedposition will "actuate the-other member ina direction away fronrits said high-speed position along a predeterminedportion of, its operative path, the said elevating member being freefloating in a plane substantially parallel to the plane of said wingmember and independently movable relative to said control member in theregion of said elevating members non-lifting position outside of saidpredetermined portion of the latter members operative path, saidresilient means being attached to said control vane member and urging itaway from its said high speed position.

3. In a flying device, a wing member, a plane elevating member movablebetween a predetermined highspeed non-lifting position and a range oflow-speed lifting positions, a control vane member movable between ahigh-speed position substantially in the path, of flight and apredetermined range of low-speed positions angularly disposed withrespect to the path of flight, resilient means on one of said membersurging it away from its said high-speed position, and actuating means onsaid devicedisposed between and adapted for operatively connecting saidelevating member and said control member, said actuating means being soproportioned and positioned that the movement of one of said memberswithin a predetermined portion of its operative path in a direction awayfrom its said high-speed position will actuate the other member in adirection away from its said high-speed position along a predeterminedportion of its operative path, the said elevating member being freefloating in-a plane substantially parallel to the plane .of said wingmember and independently movable relative-:to'said control member in theregion of said elevating members nonslifting position outside of saidpredetermined portion of thelatter members operative path,

said. control vane member having a front leading edge a and extendinggenerally rearwardly therefrom, and hinge means connected to saidcontrol member in the region of said leading edge.

4. In a flying device, a wing member, a plane elevat- I ing membermovable between two limiting positions, one of said positions being apredetermined extreme highspeed position and the other being apredetermined extreme low-speed position, stop means engageable withsaid plane elevating member at said two limiting positions, a controlvane member movable between a highspeed position substantially in thepath of flight and a predetermined range of low-speed positionsangularly disposed with respect to the path of flight, resilient meanson one of said members urging it away from its said high-speed position,and actuating means on said device disposed between and adapted foroperatively connecting said elevating member and said control member,said actuating means being so proportioned and positioned that themovement of one of said members within a predetermined portion of itsoperative path in a direction away from its said high-speed positionwill actuate the other member in a direction away from its saidhighspeed position along a predetermined portion of its operative path,the said elevating member being free floating in a plane substantiallyparallel to the plane of said wing member and independently movablerelative to said control member in the region of said elevating memberssaid extreme high-speed position outside of said predetermined portionof the latter members operative path.

5. In a flying device, the combination according to claim 4, said devicehaving a body portion, a rudder member above the rear of said bodyportion, and a recessed portion between said rudder member and said bodyportion, said plane elevating member extending transversely within saidrecessed portion between said rudder member and body portion and beingengageable therewith, whereby said rudder member and body portionconstitute said stop means.

6. In a flying device, the combination according to claim 1, said devicehaving a body portion and a fixed rudder at the rear thereof, saidrudder being disposed substantially in a vertical plane, said controlvane member being hingedly connected at its leading edge to said bodyportion and extending generally rearwardly from said leading edge.

7. In a flying device, the combination according to claim 1, said devicehaving a body portion, a fixed rudder at the rear thereof, and astabilizer component comprising a stationary support and said planeelevating member, said latter member being hingedly connected to saidsupport.

8. In a flying device, a wing member, a plane elevating member movablebetween a predetermined high-speed non-lifting position and a range oflow-speed lifting positions, a control vane member movable between ahighspeed position substantially in the path of flight and apredetermined range of low-speed positions angularly disposed withrespect to the path of flight, resilient means on one of said membersurging it away from its said highspeed position, and actuating means onsaid device disposed between and adapted for operatively connecting saidelevating member and said control member, said actuating means being soproportioned and positioned that the movement of one of said memberswithin a predetermined portion of its operative path in a direction awayfrom its said high-speed position will actuate the other member in adirection away from its said high-speed position along a predeterminedportion of its operative path, the said elevating member being freefloating in a plane substantially parallel to the plane of said wingmember and independently movable relative to said control member in theregion of said elevating members non-lifting posi- ,tion outside of saidpredetermined portion of the latter members. operative path, saidcontrol vane m'emberbe- 35 .8 ing disposed in a plane substantiallynormal to that of said plane elevating member.

9. In a flying device, a body portion, a wing member,

a plane elevating member movable between a predetermined high-speednon-lifting position and a range of lowspeed lifting positions, acontrol vane member movable between a high-speed position substantiallyin the path of flight and a predetermined range of low-speed positionsangularly disposed with respect to the path of flight, resilient meansattached to said body portion and said control member and yieldablyurging the latter from its said high-speed position, and a flexiblemember attached to said control member and to said elevating member,said flexible member being of a length whereby it is slack when saidelevating member and control member are in the regions of theirrespective high-speed positions and taut when said elevating and controlmembers are in predetermined other positions, the said elevating memberbeing free floating in a plane substantially parallel to the plane ofsaid wing member and independently movable relative to said controlmember in the region of said elevating members non-lifting position whensaid flexible member is in its said slack condition.

10. A control vane assembly for attachment to a flying device having aWing member, a fixed support, an elevating member hingedly attached tothe rear of said support and movable through a range of predeterminedlowspeed positions in angular relation to the plane of said wing and ahigh-speed position in a plane substantially parallel to the plane ofsaid wing member, comprising a hinge member with a front and rear platesecured together by a hinged connection, said front plate being adaptedfor attachment to said support and said rear plate being adapted forattachment to said elevating member, a second hinge connection securedto said front plate and at right angles to said first-mentioned hingedconnection, a control vane having its front edge mounted on said secondhinged connection and disposed in a plane substantially normal to saidfirst-mentioned hinged connection, whereby said vane is movable betweena high-speed position substantially in the direction of flight and otherpositions angular with respect thereto, elastic-band anchoring means onsaid vane and said second hinged connection, an elastic band anchored toand extending between said respective anchoring means, and a flexiblemember attached to said vane and adapted for attachment to saidelevating member, said flexible member being of a length whereby it isslack when said elevating member and said vane are in the regions oftheir said respective high-speed positions, and taut when said elevatingmember and vane are in predetermined other positions.

11. In a flying device, a body portion, a wing component substantiallyrigid throughout its extent extending laterally from opposite sides ofsaid body portion, two laterally opposite fins on said wing component, atrailing edge elevator hingedly connected at the rear of said wingcomponent, said elevator being movable between a predeterminedhigh-speed non-lifting position and a range of low-speed liftingpositions, a control vane member hingedly connected at its front edge tosaid body portion and movable between a high-speed positionsubstantially in the path of flight and a predetermined range oflow-speed positions angularly disposed with respect to the path offlight, resilient means attached to said body portion and said vanemember yieldably urging the latter away from its said high-speedposition, and a flexible member attached to said vane member andanchored to said movable elevator, said flexible member being of alength whereby it is slack when said control vane member and saidelevator are in the regions of their respective high-speed positions andtaut when said control vane member and elevator are in predeterminedother positions, said elevator being free floating and in a planesubstantially parallel to the plane of said wing component andindependently movablerelative to said control vane References Cited inthe file of this patent UNITED STATES PATENTS 927,815 Ruppin July 13,1909 1,078,888 Windel Nov. 18, 1913 10 Bliesath Apr. 15, 1919 BaylisSept. 1, 1931 Crane July 16, 1935 Jacobs Mar. 17, 1936 Witte Nov. 8,1938 De Port Feb. 21, 1939 Thompson Aug. 6, 1940 Pemberton et a1. May20, 1952

